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BMW E30 Club - Thirtieth series BMW - was the second generation of cars of middle class automotive brand from Bavaria. T...
BMW E30 Club - Thirtieth series BMW - was the second generation of cars of middle class automotive brand from Bavaria. These machines have a wide range of engines and body styles. Even during the life of the conveyor this machine has earned the title of the cult. And now having passed the test of time and has a huge range of kilometers and miles fans and avid owners. Our club dedicated to everything that is connected with this model and its numerous modifications. Namely operation, test drives, repair and tuning of course. Tuning E30 is now a whole industry, even say more - it's a real industry and enthusiasm of thousands of fans of the famous thirty. Our community brings together owners and enthusiastic amateur trio of second generation all continents and countries. All communication in our outdoor club is in English as a universal means of communication.

Welcome - E30 with love and forever!

Like the E28 5 Series, the second-generation 3 Series E30 concentrated on the consistent improvement of a successful concept. With improved styling, technology and equipment levels, the 3 Series offered a wide range of engines for all customer demands. From 1983 all models were also available with four doors. In 1988 the 324td introduced the first-ever electronic diesel injection system, and newly developed four-cylinder units replaced the engines that had proven their merits millions of times over 26 years.

1982 – 1991 E30 3 Series Saloon 2 doors and 4 doors

BMW 316, 1982 – 1988 4-cyl. ohc 1766 cc 66 kW (90 hp)
BMW 316i, 1988 – 1991 4-cyl. ohc 1596 cc Cat. 74 kW (100 hp)
BMW 316i, 1987 – 1988 4-cyl. ohc 1766 cc Cat. 75 kW (102 hp)
BMW 318i, 1982 – 1987 4-cyl. ohc 1766 cc 77 kW (105 hp) Cat. 75 kW (102 hp)
BMW 318i, 1987 – 1991 4-cyl. ohc 1796 cc Cat. 83 kW (113 hp)
BMW 318is, 1989 – M42 1991 4-cyl. ohc 1796 cc Cat. 100 kW (136 hp)
BMW 320i, 1982 – 1991 M20B20 6-cyl. ohc 1990 cc 92 kW (125 hp) Cat. 95 kW (129 hp)
BMW 323i, 1982 – 1986 M20B23 6-cyl. ohc 2316 cc 102 kW (139 hp) 110 kW (150 hp)
BMW 325e, 1983 – 1988 M20B27 6-cyl. ohc 2693 cc Cat. 90 kW (122 hp) Cat. 95 kW (129 hp)
BMW 324d, 1985 – 1990 M21 6-cyl. ohc 2443 cc 63 kW (86 hp)
BMW 324td, 1987 – 1990 M21B24 6-cyl. ohc 2443 cc 85 kW (115 hp)
BMW 325i, 1985 – 1991 M20B25 6-cyl. ohc 2494 cc 126 kW (171 hp) Cat.125 kW (170 hp)

1985 – 1991 E30 325iX Permanent four-wheel drive, central power divider, viscous locks.
BMW 325iX 1990 – 98 6-cyl. ohc 2494 cc Cat. 125 kW (170 hp) 126 kW (171 hp)

1982 – 1990 E30 3 Series Baur Top-Convertible
With the introduction of the new 3 Series, Baur again offered a Convertible model with rollover bar. Then, in 1986, BMW themselves introduced a brand-new fourseater Convertible. The elaborately constructed roof was easy to operate and disappeared completely into a com - partment behind the rear seats.

1986 – 1993 E30 3 Series Convertible
BMW 318i Convertible
1990 – 1993 4-cyl. ohc 1796 cc 83 kW (113 hp)
BMW 325i Convertible 1986 – 1993 6-cyl. ohc 2494 cc Cat. 125 kW (170 hp) 126 kW (171 hp)
BMW 320i Convertible 1986 – 1993 6-cyl. ohc 1990 cc 95 kW (129 hp)


1988 – 1994 E30 3 Series touring

Another variant in the E30 3 Series was the dynamic and luxurious Touring with the same wheelbase but a completely different rear end. This car came with petrol and diesel engines as well as four-wheel drive.

BMW 316i touring, 1991 – 1994 4-cyl. ohc 1596 cc 74 kW (100 hp)
BMW 320i touring, 1988 – 91 6-cyl. ohc 1990 cc 95 kW (129 hp)
BMW 318i touring, 1989 – 1994 4-cyl. ohc 1796 cc 83 kW (113 hp)
BMW 325i touring, 1988 – 1993 6-cyl. ohc 2494 cc 125 kW (170 hp)
BMW 325iX touring, 1988 – 1993 M20B25 6-cyl. ohc 2494 cc 125 kW (170 hp)
BMW 324td touring, 1988 – 1993 M21 6-cyl. ohc 2443 cc 85 kW (115 hp)
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  •   Graham Leigh reacted to this post about 8 months ago
    Daniel 1982 uploaded a new video
    RX Automotive S50 E30 BMW Hill Climb
    Fibreglass front bumper created using a mould of a B&H-sponsored Australian Touring Car E30, custom aluminium front splitter, BMW 2002 Turbo-style fibreglass wheel arch flares over the original guards after 70mm had been cut away, taped over and...
    Fibreglass front bumper created using a mould of a B&H-sponsored Australian Touring Car E30, custom aluminium front splitter, BMW 2002 Turbo-style fibreglass wheel arch flares over the original guards after 70mm had been cut away, taped over and colour-coded chrome rear bumper, carbon fibre bonnet and bootlid with pins (replaced by standard steel items for Improved Production racing), Toyota Rukus Voodoo blue paint by Jo Seeger Smash Repairs, colour-coded kidney-grille surround, black plastic wrap over headlight lenses with custom painted chrome rings clipped on, E30 DTM mirrors
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  •   Wilhelm Lutjeharms reacted to this post about 8 months ago
    Into hibernation for the winter

    CAR: 1989 BMW 320i Convertible
    OWNER: Glen Waddington

    / #1989-BMW-320i-Convertible / #1989 / #BMW-320i-Convertible / #BMW-320i-Convertible-E30 / #BMW-320i-Cabrio-E30 / #BMW-M20 / #M20B20 / #BMW-320i-E30 / #BMW-320i / #BMW-E30 / #BMW-3-Series-Cabrio-E30 / #BMW / #BMW-E30-Cabriolet / #BMW-E30-M20 / #BMW-E30-Cabriolet-M20 / #BMW-3-Series-E30 / #BMW-3-Series / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E30 / #BMW-320i-Cabriolet / #BMW-320i-Cabriolet-E30

    I feel somewhat bereft this evening. My final autumn drive was to take the BMW to its winter storage location. My garage will soon be a building site, as part of it is converted into a home office. And RH Classics (rhclassics.co. uk), based near Melton Mowbray, Leicestershire, kindly offered the BMW a winter home at its expanding storage facility.

    I got very lucky with the weather. Not warm, but bright and crisp, so I gave the E30 a wash and buff-up, lowered the roof and headed out on the 40-mile drive. It’s at times like this that I’m glad the first owner shelled out for heated seats – and that I shelled out for a new blower motor a couple of years ago, when the original packed in. With the windows up you get the full daylight yet not too much buffeting, and the cabin stays cosy. There’s a fabulous road heading out from Market Harborough for the second half of the journey: this part of Leicestershire is relatively empty, very pretty and home to some seriously snaky tarmac. If you fancy seeking it out, it’s the B6047, and it’s especially enjoyable north of the A47, with bend after bend accompanied by matching changes in altitude as it rolls across and through the landscape.

    RH Classics offers several storage options, but all are in a secure, discreet and extremely dry location: the buildings once stored potatoes! Every car is valeted and inspected, and a condition report is agreed with the owner. Fluid levels are checked, the battery disconnected, and the car is fitted with a breathable cover. Optionally the car can be connected to a trickle charger and run up to temperature fortnightly, with a condition check each time, and you can pay extra for bubble-storage. Although I know my car is safe, it was still an emotional process, leaving in the knowledge that this will be the last time I drive it for some time.

    Thankfully, I have a busy season to look back on, with lots of family trips out (that’s what we bought the E30 for, nearly nine years ago now) plus plenty of excuses for a solo blast, not to mention the odd work thing. Most memorable of the latter was in September, the Octane Tour to the Concours of Elegance at Hampton Court. We met for early-morning bacon sandwiches at Cliveden, in the Buckinghamshire countryside, then set off with a road book that took us via Marlow and Henley on Thames. The sun was out, but that early start provided the first hint that autumnal weather was imminent. Still, by the time we were queueing along the road in from Staines, the sun was at full strength and jacket and scarf were quickly discarded. Roofoff, naturally, a state of affairs that continued for the 100-mile trip home late that afternoon. Readers might remember that an altercation with the foglamp bracket on a 4x4’s bull-bar had left my tail-light lens cracked. This, at last, has been replaced. The new lens and fixings arrived from BMW Group Classic (bmwgroup-classic.com) and I was pleased to find that it was simply a case of disconnecting the bulb carrier and removing a few nuts with an 8mm spanner.

    Easing the lens away revealed perfectly preserved paint around the aperture – I’m so thankful that the lens took the impact, and not the metalwork. A quick clean, then the new one went straight in and was soon tightened into place. This is a genuine replacement from Munich and, of course, a perfect fit. Job done.

    Now, as I look up from my desk at the darkness outside, spring seems a long time away. I’ll pay RH Classics a visit at some point but, for now, the BMW is snuggled under a cover, resting. At least I’ve still got the Porsche 944 to hand.

    Left and below: BMW arrives at its hibernation lair, RH Classics; study in dark metallic blue with Mark Dixon’s Range Rover at Cliveden House; new tail-light lens about to be installed; some of the 320i’s winter companions.
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  •   MaxNew reacted to this post about 8 months ago
    SIDEWAYS SHOW CAR Turbo #BMW-E30-Drift-Car

    Sometimes we find a #BMW that’s had so many changes it’s hard to spot them all. Ian Walpole’s E30 drifter is one such car and he did it all in his garage at home… Words: Mike Renaut. Photos: Matt Richardson.

    Don’t think of this one as a modified E30. It’s better described as a hand-built race car with a lot of BMW parts. At first glance it looks like a stripped M3 until you realise those arches aren’t quite the same and the back end looks different too… The guys with all the answers are owner Ian Walpole and his mate John Amor who helped him greatly with the build. Between them they’ve built and raced everything from a rally Vauxhall Viva HB to a trials Land Rover. They like a bit of everything, so in 2013 decided it was time for a drift car. “I’ve been into BMWs for a while,” says Ian, “I’ve got an E46 Touring I use for MCC Reliability trials with my dad as navigator – that’s all about stopping in boxes on hills and car control. This E30 was something different again.

    “It took us three years to build,” continues Ian, “I don’t know how my wife Sasha put up with it. Just before we went travelling - around 2011 - I’d bought a #1987 #BMW-325i-Sport-M-Tech-1 purely to drive about. It sat on the driveway unused and when we returned I saw rain had got inside and it was all mouldy. After an MOT and some TLC I tried selling but it wasn’t even worth £1000 so I bought an HX40 turbo and a manifold kit for it. The kit was awful, the ports were offset in the wrong place and John and I like to do things properly, so we started to modify parts to fit and the whole build spiralled out of control.”

    Caged Laser Engineering laser-cut a plate to fit the turbo and another to fit the cylinder head. “We then cut up the cheap manifold and fabricated new flanges and pipes creating a split pulse manifold with external 60mm wastegate and a screamer pipe exiting from the offside wing,” says Ian. “Then someone offered me £700 for the Sport body kit meaning we had money to play with. We pulled the motor apart and the crank was worn, so in went a 2.8 crank from an M52 and shorter rods, we balanced it all to within 0.1 of a gram and honed the block.” As you can tell, Ian has a well-equipped workshop…

    Next the head was reworked by Simon at Orchard Performance for a broad torque band, with oversized valves and porting allowing decent horsepower from a non-aggressive Schrick camshaft. The combustion chambers were modified to improve detonation resistance under boost and optimise combustion, resulting in a fastburning compact chamber that now runs cooler than stock. That alone resulted in an engine with torque enough to get the rear wheels spinning from 2500rpm to the redline. One of the few other areas the guys didn’t do themselves was the baffled sump, “We made one,” says John, “but kept thinking it didn’t quite look right. We reasoned that big companies know what they’re doing when it comes to designing parts, and the idea of oil starvation because we’d made a design mistake was scary, so we bought an off-the-shelf baffle for the sump and welded it in.”

    Currently the car runs 6psi of boost, which means 250whp. “On the first dyno run the boost was cranked up to 12psi which produced a puff of steam from the expansion tank and a misfire,” remembers Ian. “I knew the head gasket was the weakest point but I briefly saw 350whp! We’ve now fitted a Cometic multilayer steel gasket which is thicker than the old one, lowering the compression from 9:1 to 8.5:1 and allowing us to safely run extra boost.” That nitrous bottle in the back actually connects to the chargecooler, a £1000 item bought for just £70 on eBay, “We made a spray nozzle on the lathe so 2bar of pressurised nitrous is fired into the cooler, which freezes the inner radiator veins at -136ºC. This provides constant cool air to the engine,” he says. “I didn’t like the idea of injecting nitrous straight into the engine,” explains Ian, “but used this way it’s a great method of keeping the temperature regulated. When the car’s on the dyno being tuned it’s going to have a different temperature to when it’s outside on a track in hot sunshine.

    This set up keeps it constant to the dyno temperature conditions.” Waste nitrous exits via a pressure relief valve and homebuilt spray bar over the outside of the charge cooler – again helping it keep an optimum temperature. After all that, the boys kept things simpler with the gearbox; it’s the standard 265 Getrag five-speed unit with uprated pressure plate, although the friction plate has been modified with six sintered paddles and uprated springs by Precision Clutches of Yeovil.


    When it came to the body work, there was a clear plan, as Ian explains: “Building this car was all about airflow and weight saving.” The standard bonnet slam panel was getting in the way of that airflow so out came the angle grinder and the front 10” of BMW dropped to the workshop floor to be replaced by a removable lightweight 25mm tube version. “Yeah it’s a bit frightening doing that,” admits John, “but there are two of us so we knew we could fix anything between us.” Keeping the engine cool is a radiator from a 3.0-litre Mitsubishi GTO, but even then the guys couldn’t leave it stock and have handmade an alloy cowling for the 16” fan, “We also cut off the filler neck/cap and ran a bleed hose to an alloy expansion tank.” The fuel cell in the boot was bought from a hill climb car, “It’s an ATL-style bag tank with alloy shroud and the original BMW fuel cap – one of the few original parts that survived the build,” laughs Ian. Fuel travels via a low-pressure pump into a pump feed surge tank to a modified fuel rail and 600cc injectors, then returns to the tank via an adjustable pressure regulator.

    The front spoiler and bumper came from eBay; “It was a cheap part that arrived broken in two. We salvaged it and reinforced it with 0.5” alloy tubing and fibreglass, then cut out the indicator and number plate recesses for better air flow before hanging the bumper on quarter-turn Dzus fasteners,” explains John. The new arches were inspired by a modification Ian made to an Alfa Romeo many years ago and are hand-formed from 16- and 18-gauge steel, while each of the side skirts was made from a single sheet of aluminium, likewise the rear bumper.

    “The straight bends for the side skirts were much easier than the two days of TIG welding that bumper needed,” admits Ian. As for the final colour, “The guy who painted it – Luke Harvey of Tytherington Body and Paint - suggested adding rainbow flake into the lacquer over the black base.” It looks like a normal black until sunlight hits it, then it sparkles. Almost everything else is colour coded in Ian’s favourite Kawasaki Green.

    The boot lid is steel but there’s a carbon fibre one under consideration, “With a drift car you need a certain amount of weight over the back wheels,” says Ian, “we’re still experimenting – it’s more about balance than pure weight reduction.” That’s an M3 boot spoiler but with homemade adaptor plates to fit the non-M3 boot lid. “I fear we might have to fit a huge spoiler for stability in the future though…” says Ian. The weight saving even extends to having the door internals completely gutted and making up new lightweight door latching mechanisms from 15mm billet alloy – drilled, of course, for reduced weight.

    The E30 originally had a sunroof but now even the roof panel is fibreglass - saving 18kg and lowering the centre of gravity. “The roof was £67 on eBay but turned out to be in Glasgow,” laughs John, “we went in a van and did about £200 in fuel; I drove up and fell asleep exhausted when we arrived, so they just dropped the roof in on top of me and Ian drove back. It fitted alright once we cut the steel one off but the glue you use to bond it is £50 a tube.”

    The front screen is the glass one fitted at the factory but the rest of the windows are Lexan, “I bought the door pieces ready cut but made the others myself with a jigsaw to cut the air scoops into the quarter windows,” explains Ian. There are four scoops in total: two force air over the fuel pumps and swirl pot, the other pair are powered by two 12-volt in-line boat fans blowing air through the gearbox and differential coolers – mounted between the rear lights – with the air exiting through the space where the rear number plate used to be.

    The wheels came from Ian’s 2000 750iL; rear hub adaptors were employed to go from four- to five-stud and give an 80mm wider track. The rear suspension comprises HSD Monopro shocks and springs and adjustable trailing arms, all shod with Powerflex Black series bushes. The rear beam lower supports, meanwhile, are now also stronger and longer, which leads us to the front axle. It’s comprised of E36 HSD coilovers with re-drilled strut turrets and top mounts that are adjustable for caster and camber. E36 front hubs run homebuilt hub adaptors and connect to a Z3 steering rack via E46 inner and outer tie rods with four mm rack spacers added for greater lock. The power steering rack is re-engineered by cutting slots internally, allowing free movement of the rack lubricated by a smear of grease and meaning the pipework, pump and reservoir could be removed. That change not only saves weight but also gives better feedback during drifting.
    As for the exhaust system, would it surprise you to learn Ian and John hand built that too from 3” stainless steel tubing? “I cut two 90º bends and joined them to form a T-piece, the exhaust exits just ahead of the rear wheels and as well as being designed for free flow it helps push the tyre smoke back. And there’s plenty of it,” laughs Ian, “I’ve got specialised Achilles purple smoke tyres.”

    Inside two Sparco seats make up the minimalist interior with a Momo wheel and gauges from AEM. The handmade dashboard is covered in Alcantara while all the other important control switches – fans, gearbox and diff pumps – are in a strip console across the top of the windscreen. “It looks great,” says John, “but when you’re strapped into the car we found that was the only place where Ian could still reach the switches.” Low fuel, nitrous engage and low oil pressure warning lights are also fitted. The handbrake lever is carved from a single piece of billet aluminium, as are the door handles. The roll cage has been extensively modified too; it’s lightweight 45mm chromoly seamless tube and started out as a six-point cage but now has double that - along with dash bars, more crossbars and strengthened mounting plates. Even the stock heater is now housed in a much smaller homemade alloy surround, “There’s not much of this car we haven’t touched,” admits John.

    “When I first saw it in paint I didn’t recognise it as my car,” remembers Ian, “it was stunning. We’re both really pleased with how it turned out.” Did working together ever lead to any arguments about parts choices? “I just left all the difficult decisions to Ian,” laughs John, “Yeah and all the difficult jobs too,” jokes Ian. “It was 50% planning and 50% experimenting, some pieces were a bit scary but we bounced ideas off each other.”

    Ian and John both insist this is a drift car, and was never intended to be a show car, but then Ian reveals just how many hours John has spent polishing the engine bay for our photos. “I used an entire tube of Autosol,” admits John, “we weren’t aiming to build a show car but, yes, it did get out of hand.” Thanks also go to Ian’s wife Sasha who apparently “cleans all the bits no one normally sees.”

    Surely then, and this is a sentiment echoed by almost everyone who has seen the BMW, the car is too nice to risk smacking into an Armco by drifting? “Of course it’s going to get hammered,” agrees Ian, “but it’s designed to be hardy. The body is mainly steel, the fibreglass panels can be changed in a few seconds since they’re all on Dzus fasteners and we can rebuild anything we damage on the track - I just hope Luke can match the paint again!”

    THANKS To the staff and visitors at Castle Combe Circuit (castlecombecircuit.co.uk, 01249 782417) for their assistance with this feature.


    DATA FILE Turbo Drift #BMW-E30 / #Getrag / #BMW-325i-E30 / #BMW-325i / #Holset-HX40 / #Holset / #1987 / #BMW-325i-Turbo-E30 / #BMW-325i-Turbo / #BMW-325i-Drift-Car / #Drift-Car / #BMW-325i-Drift-Car-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #Bosch / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30

    ENGINE AND TRANSMISSION 2.8-litre single-turbo straight-six M20, aciddipped #M20B25 / #BMW-M20 / #M20 block, modified baffled sump and oil windage tray for better oil return, M52B28 84mm-stroke crankshaft, #M20B20 conrods, M20B25 low-compression pistons with new rings, modified oil pick up and oil filter relocation kit, #ARP big end and main bearing bolts, #ACL-Racing Race Series crankshaft bearings, Saab 9000 turbo 3bar MAP sensor, original cylinder head gas flowed, ported and polished, 1mm-oversized valves with uprated springs, custom torque-focused inlet porting, high gas velocity exhaust ports, custom combustion chambers, improved oil return galleries, uprated rocker arms, 272 #Schrick cam, #Vernier cam pulley, titanium retainers and collets, #Holset-HX40 turbo from a Cummins diesel, bespoke split pulse exhaust manifold, 60mm external wastegate and screamer pipe exiting offside front wing, Mitsubishi GTO radiator with aluminium expansion tank, Ford V6 coil pack and Canems ECU, crank position, intake air temperature, throttle position and manifold absolute pressure sensors, ATL fuel cell, Facet low-pressure fuel lift pump, fuel surge tank, 255lpm #Bosch-044 fuel pump, modified fuel rail, 600cc injectors, adjustable fuel pressure regulator, low-friction AN-6 Teflon hoses, Aeroquip fittings

    TRANSMISSION E30 325i #Getrag-265 five-speed manual, uprated pressure plate, friction plate modified with six sintered paddles and uprated springs, rebuilt E30 limited slip differential

    CHASSIS 8x18” (front) and 9x18” (rear) #BMW-Style-32 wheels with 215/35 Yokohama Prada Spec 2 (front) and 265/35 Achilles ATR Sport Violet purple smoke tyres (rear), E36 HSD Monopro adjustable coilovers, re-drilled strut turrets and adjustable top mounts, E36 front hubs with homebuilt hub adaptors, Z3 steering rack, E46 inner and outer tie rods with 4mm rack spacers, standard subframe with HSD dampers, uprated Powerflex Black Series bushes, adjustable trailing arms and anti-roll bars, E36 #EBC-Turbo grooved 286mm discs with E36 calipers and EBC Yellowstuff pads (front), EBC Turbo Groove 258mm discs (rear), line lock and hydro handbrake with standard handbrake shoes, mechanism and lever removed

    EXTERIOR 901 Black with rainbow glitter lacquer, other details in Kawasaki Green, handmade steel wide-arch front and rear quarters, handmade side skirts, fibreglass roof panel, hand-fabricated removable lightweight 25mm tube slam panel, hand-formed aluminium inner wings, heavily modified reinforced fibreglass front bumper, flushed door locks and filler cap, Lexan windows with air ducts, Titanium exhaust guards, spare tyre well and battery box removed from boot, handmade aluminium boot floor, original number plate recess, boot hinges and bulkhead removed, new handmade ally bulkhead riveted in, Anodised green motorcycle floodlights, front and rear strobes

    INTERIOR Fully stripped out, all sound deadening removed, floor cut and tunnels for side exiting exhausts fabricated, six-point half roll-cage modified into 12-point cage with 45mm crossbars, handfabricated aluminium dashboard, modified heater box to fit behind cage, hydro handbrake and homemade mounting, Sparco seats and STR 3” harnesses, new door inners with home-fabricated lightweight harness material door pulls and latch mechanisms, carbon fibre door cards
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  •   Greg MacLeman reacted to this post about 1 year ago
    A rare four-wheel-drive #BMW-3-Series-E30 with just 315 miles on the clock is up for sale in Berkshire.

    The 1986 325iX was exported when New to Copenhagen, then forgotten about by the original owner, who left the car in its airtight shipping container for a number of years.

    When he died, the car was snapped up by a collector, with whom it remained until being put on the market by Super Vettura, which is asking £60,000 for the 325iX.
    More at supervettura.com

    / #1986-BMW-325iX-E30 / #BMW-325iX-E30 / #BMW-325iX / #BMW-325i-E30 / #1986 / #BMW / #BMW-3-Series
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  •   Greg MacLeman reacted to this post about 1 year ago
    Seems spring has arrived early

    CAR: 1989 BMW 320i Convertible
    OWNER: Glen Waddington
    PHOTOS: Robert Hefferon

    / #1989-BMW-320i-Convertible / #1989 / #BMW-320i-Convertible / #BMW-320i-Convertible-E30 / #BMW-320i-Cabrio-E30 / #BMW-M20 / #M20B20 / #BMW-320i-E30 / #BMW-320i / #BMW-E30 / #BMW-3-Series-Cabrio-E30 / #BMW / #BMW-E30-Cabriolet / #BMW-E30-M20 / #BMW-E30-Cabriolet-M20 / #BMW-3-Series-E30 / #BMW-3-Series / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E30 / #BMW-320i-Cabriolet / #BMW-320i-Cabriolet-E30

    This Time last year we had snow. My 944 had just recently blown its rep by blowing out its own electrics, and the Beemer was tucked up safely in my garage. Where it spends too much time. But I don’t like taking it out on wintry roads, because it’s nearly 30 years old, factory-original and in damn fine fettle.

    As I write this on the last day in February, I’m looking out onto a sunlit garden, daffodils swaying gently in the breeze, birdsong drifting through an open window. Two record-breakingly warm days preceded this one. But tomorrow it’s back to normal. Whatever counts for normal in 2019.

    Anyway, I’ll stop wittering, because my point is that this is the first winter during my eight-year tenure of the BMW – today is its anniversary – during which it’s been driven with anything like regularity. I was even out giving it an early spring clean last weekend, ahead of driving it to Bicester Heritage for an editorial meeting with the #Drive-My team. And I drove home with the roof down. That has rarely happened this side of April. I’m generally an advocate of use rather than storage, although I admit that when the BMW crept past 50,000 miles last year, I fleetingly wondered if I should mothball it. Winter hibernation can cause the odd issue: I’ve lost count of the new batteries I’ve fitted (even if the last one was terminally discharged when I left the bootlid slightly ajar – can’t blame the car or the weather for that one), plus I’ve been through a master cylinder, a clutch slave cylinder, a heater blower motor and a seized brake caliper. All these failures occurred within the first post-hibernation drive.

    There have been no such problems this year, and I’ll count my sunburnt forehead as a freak of the highly unseasonable weather. We’ve had a lot of frosty nights, mind. Frosty enough to make the 944 a tardy starter one morning. Rather than drain the battery, I reached for the Energizer 400A jump-starter kit I got late last summer. It wasn’t cheap at around £100, but it’s about the size of a large smartphone and can be used to charge one of those so you can cycle its battery between boosts. Connection is easy – it’s great not having to lug something heavy around – and the 944 sprang instantly to life. Indispensible for any car that is parked up for just a touch too long.
    So I’m glad I’ve got it, ready for when we have snow in June…

    Above and below: BMW bowls along at Bicester; it was joined by editor Elliott’s Triumph not-2000 – and a McLaren 12C Spider.
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  •   Greg MacLeman reacted to this post about 1 year ago
    / #1990-BMW-318i-E30 / #1990 / #BMW-318i-E30 / #BMW-318i / #BMW-E30 / #BMW-3-Series-E30 / #BMW-3-Series / #BMW / #1990-BMW-318i-Automatic-E30 / #BMW-318i-Automatic-E30

    £6820

    Brightwells, Leominster, March 6 Quentin delved into the BMW E30’s rising status in the last issue, where he understandably favoured the 2.5-litre cars. It seems that collective enthusiasm has already spread to lesser models – this was an overestimate result for a four-pot, four-door E30 with an auto ‘box. Balancing all that out was pretty minimal mileage at 38,350, most of its life with the same family, plus plenty of history.
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  •   Glen Waddington reacted to this post about 1 year ago
    MARK B’S #BMW-E30 / #BMW-M3 / #BMW-M3-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #BMW

    Well it’s been a busy month or so and I’m pleased to be able to say that all remains well with my E30 M3. In fact, a recent trip up to Silverstone for the Pistonheads Sunday Service saw me cover nigh-on 550 miles in one day.

    The only real drawback with living here in Cornwall is everything else is just so bloody far away! Oh and that we don’t have a race circuit, although once my lottery millions roll in I plan to remedy that situation with a mini Nürburgring! I simply need to win the lottery first! Anyway, I had never driven Silverstone before, but the Pistonheads event had 30 minute sessions available for just £40, so I figured it was worth the trip. As well as a chance to get out on track there is usually a good mix of cars there to drool over and there was even a bit of sun forecast to make an appearance. I also knew that Sam Ratcliffe was due to be there in his stunning E46 M3 track car, which is just about my perfect specification. Added to which he can pedal a bit and who doesn’t like seeing an M3 getting used properly on track? In fact, look up DannyDC2 on YouTube and you can see both Sam and Dan driving their M3s back at Silverstone a week or so later.

    Anyway, the trip up in the E30 went without incident, although it has to be said that the Nankang AR-1 tyres aren’t exactly ideal on a cold autumn morning. I did consider swapping over to my spare wheels that wear an all-weather Toyo TR1, but as the forecast was for dry and bright weather I figured it best to stay with the Nankang and just be a bit more careful driving up. Once I was within a few miles of Silverstone I soon began to spot other cars heading to the same event. I ended up in convoy with a pair of serious-looking Caterhams, a stunning blue 911 GT3 and a Clio Sport. It reminded me just how useful a roof and windscreen are as the Caterham looked a bit of a chilly and damp place to be thanks to the early morning drizzle.

    Once we reached the circuit I was directed to the pit garages, while the rest of the convoy went into the main car park and joined the rest of the event. There were so many great cars there and a few rarities, such as the Renault 5 Turbo 2 and a pair of Nobles. There were several of the usual suspects that you see at track days, such as a 911 GT3 RS and the later incarnations of the M3 and M5, with a lovely track-prepared E34 M5 being a favourite of mine. The drizzle had stopped but the track was still pretty wet and there was certainly no visible dry line. Sadly one unlucky M3 owner had a pretty big off and wiped out the front of his car in a big way. Fortunately he wasn’t hurt, though, and an initial inspection suggested his M3 wasn’t beyond repair. It was still a sobering reminder of how quickly things can go wrong if you push a little too hard or get caught unaware by changing track conditions.

    The time for my sessions soon rolled around and I lined up in the pit lane behind a lovely-looking Noble. The track had been drying out but there were still lots of wet patches to look out for and I knew my tyres needed a bit of heat before they’d have any real grip. There was also the added factor that my only experience of Silverstone was driving it at home on the PS4 and Project Cars, where spinning out in a Group A E30 M3 doesn’t matter. I opted to try and stay to the right (letting the faster cars past with a cursory flick of the indicators to confirm my intentions) and simply enjoy being on such a historic track and being able to really stretch the E30’s legs. One of the many things I love about the E30 M3 is just how communicative the chassis is. It’s just so easy to feel exactly what the car is doing beneath you and the feedback through the steering means that even clumsy amateurs like myself can make a reasonable job of putting a respectable lap in. The more laps I did, the drier the racing line got and the more my confidence grew. The only downside was that the KW Competition suspension I run is just a bit too firm for wet conditions. Ideally you want a bit of body roll, so the weight shifts and pushes the tyre contact patch into the tarmac, so I could have disconnected the ARB if I’d had more time, but it was still great fun all the same and reminded me just how capable the E30 M3 really is out on track. I had a couple of moments going into the faster corners where the inside rear caught the wet outer edge of the track and lost grip but it just made me more determined to go back once spring gets here next year.

    The drive home (after checking the engine oil, coolant, tyre pressures etc.) was just as uneventful as the drive up. I always enjoy seeing people react to spotting a track prep’d E30 M3 go past amongst a sea of modern Euro boxes, though. The engine has been great and, even out on track, the oil and coolant temperatures stayed perfectly constant, as did the oil pressure. I’m off to Mallory Park in late November so will need to change the oil and filter before then and have Joe at ARM BMW do a spanner check. I also plan on fitting some new brake pads from Pagid and fitting a vinyl sun strip on the windscreen now that the winter sun is so much lower, as the cage stops the OE sun visors from being used. I’m also thinking of getting Apex to supply a set of their stunning dished ARC-8 alloys.

    THANKS Joe @ ARM as ever Pistonheads Sunday Service Silverstone Circuit Nankang UK Apex

    BMW E30 M3 felt at home around Silverstone.
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  •   Mark Williams reacted to this post about 2 years ago
    Time for the autumn chill-out

    1989 BMW 320i Convertible Glen Waddington

    / #1989-BMW-320i-Convertible / #1989 / #BMW-320i-Convertible / #BMW-320i-Convertible-E30 / #BMW-320i-Cabrio-E30 / #BMW-M20 / #M20B20 / #BMW-320i-E30 / #BMW-320i / #BMW-E30 / #BMW-3-Series-Cabrio-E30 / #BMW / #BMW-E30-Cabriolet / #BMW-E30-M20 / #BMW-E30-Cabriolet-M20 / #BMW-3-Series-E30 / #BMW-3-Series / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E30 / #BMW-320i-Cabriolet / #BMW-320i-Cabriolet-E30

    As I write this the sun is shining outside. It’s bloody cold, though. Autumn is setting in quickly and suddenly and it’s only just over a month since I spent a balmy late-summer evening with a whole bunch of BMW convertibles near Henley-on-Thames, as regular readers might remember. I had a fantastic time piloting such beauties as a BMW-328-Roadster , a #BMW-507 , a #BMW-Z1 and a #BMW-Z8 (see right), before sunset called a halt to proceedings.

    Thing is, I’d already had a fabulous drive down there in my own #BMW-Convertible . And no matter what the charms of those other cars were - only one of which I could even imagine owning, if you bear their market values in mind - mine more than held its own. In fact, it was rather enjoyable to have some of the other assembled journalists take a look over it; one or two of them even assumed it had been brought down as part of BMW’s own fleet!

    The journey was a hundred miles or so, much on trunk roads plus a spell on the M40. But the scenery turns bucolic in a major way on the stretch south from Stokenchurch, narrow lanes winding and plunging through dense woodland with the sun barely filtering through at times, thee leafy smell and the birdsong make a convertible a real treat to be in - quite a different effect from the more usual roof-down/howling exhaust scenario.

    A few hours later I had to think about my route home, those thread-like lanes could easily hide the occasional inebriated local, lurking in a 4x4 without thought to a delicate 1980s soft-top, so I headed out of Henley towards Nettlebed and Watlington and was treated to some fabulously sinuous B-roads, perfect for the innate balance and modest yet useful power of my 320i. Even the roundabouts on the A43 past Brackley did their bit to make this a properly life-affirming high-speed late-night trek. One I’ll remember during the winter evenings ahead.
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  •   Glen Waddington reacted to this post about 2 years ago
    / #1989 / #BMW-E30 / #BMW-325i-Convertible / #BMW-325i-Convertible-E30 / #BMW-325i-Cabrio-E30 / #BMW-325i-Cabrio / #BMW-3-Series-E30 / #BMW-3-Series / #BMW / #BMW-3-Series-Cabrio-E30 / #BMW-3-Series-Cabrio

    There seemed to be a bit of a glut of E30 soft-tops up for auction this month – ACA had two, and Brightwells had a further three up for grabs – but this Alpine white example at ACA really did look superb. With just 60k miles on the clock and an excellent history this manual example made £9450. Not cheap, but it still looked like an excellent buy in time for summer – if it ever arrives!

    SOLD FOR: £9450
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  •   Glen Waddington reacted to this post about 2 years ago
    Brightwells June sale / #BMW / #1992 / #BMW-E30 / #BMW-318i-Convertible / #BMW-318i-Convertible-E30 / #BMW-318i-E30 / #BMW-3-Series-E30 / #BMW-3-Series / BMW / #BMW-3-Series-Cabrio-E30 / #BMW-3-Series-Cabrio

    Brightwells had a glut of BMWs on offer at its June sale and this #BMW-E30-Cabriolet was one of three 318i examples it had up for sale and the only one that sold. Its mileage might have been on the high side at 136k but there was plenty of history with the car showing it had been loved during its life. At £4500 it looked like reasonable value for money but as an investment the 325i sold by ACA looked to be a better bet.

    SOLD FOR: £4500
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  •   Glen Waddington reacted to this post about 2 years ago
    PIERS’ (NEW) E30 TOURING

    / #BMW-E30 / #BMW-328i-Touring / #BMW-328i-Touring-E30 / #BMW-328i-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #BMW-3-Series-Touring / #BMW-3-Series-Touring-E30 / #BMW

    Over a year ago I went on a road trip with Tim to Nottingham to pick up an engine. The engine has caused me no end of problems. It has resulted in me at one stage owning seven cars and it all got a bit stressful! I have since sold two cars and bought another one… do you get the sense that I’m not actually doing very well with this sickness?!

    The thing is I now have a plan! One which I’m sticking to [I’ll believe it when I see it… – Ed.]! I love my E46 330i Touring too much to change it. I want to carry on messing around with it but it has to stay as a daily. The 330d isn’t much more fuel efficient with the typical journeys I do, so the diesel is going to be sold this month. In addition to that, by the end of the month I have to have all of the bits off my parts car that I want and then it is off to the scrapyard with it! It was a steal at £300 and will cough up its fronts wings, mirrors, tailgate, speakers etc. to be stored or used on the remaining E46. Lucy, my track E30, isn’t going anywhere and is just going to be used and looked after with a bit of tidying here and there! Obviously Lucy’s garage companion, Twink the 106, is going to stay.

    So if you have been doing your maths you will have taken two from six which means there is one car not accounted for. Well the Saturday of the bank holiday just gone Tim and I went on another road trip to pick up the fourth car.

    The car which is going to be the home for the engine. It is, as you can see, another Touring (I do love them) and my second E30! The shell came up for sale on an E30 Facebook page and I found my answer to where to put the engine! I quickly asked 10 of my car buddies should I do it… 10 for 10 said yep! So Lucy is my three chilli car, this is going to be the full five chillies. It was owned by Ben at Hack Engineering and then was sold to a friend of his, Phil. Phil has a lovely two-door with a cheeky 400hp+ M50 turbo motor in it! His intention with the touring was… to put a V8 in it!

    So the shell is straight and, for the most part, has been totally stripped-out. This lends itself to what I want to do with it. Fully-stripped, caged, 490hp LS1-engined Touring… The full five chillies! The engine has full stand-alone DTA Fast management so it will require relatively little to get it in and running. The car has no clocks in it, so I will go straight to a digi dash. The subframes and suspension are going to be overhauled along with a five-stud conversion and reinforcement plates for all subframes along with castor and camber. The cage will pick up turrets and the rear subframe to stiffen up and offer as much protection as possible. Brakes will be uprated in order to keep things in check!

    In order to get as much rubber on the road as possible, particularly at the rear, the car may end up being wide-bodied! Once everything is sorted and in, it will be taken out and the shell is going to be painted. This is going to be the one major secret of the build! I know exactly what I want to do and it will make the car unique and go with the slightly bonkers nature of the build… I think I am going to have my hands full with this one, it will be my one big build! The result will hopefully be something special to join the other cars – watch this space!

    Stripped and ready for modding. The work can now begin… No engine is good news as Piers has something up his sleeve… 490hp #BMW-E30-LS1 will be installed in the Touring.
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